steers



(No Model.) 2 Sheets-Sheet 1.

W. STEERS.

. STBAM ENGINB.

N 357,42.13 Patented Feb. 8, 188

Invenlr Winesses (No Model.) 2 SheetsSheet 2.

W. STEBRS.

STEAM ENGINE.

No." 357,423; Patented Feb. 8, 18 7.

WILLIAM sTnnns, on BRATTLEBOROUGH, VERMONT.

STEAM-ENGINE.

SPBCIPICATION forming part of Letters Patent No. 357,423, dated February 8, 1887.

Application filed January 30, 1886. Serial No. 190,254. (No model.)

T all whom it may concern:

Be 1t known that I, WILLIAM Srnnns,a citizen of the United States, 1esiding at Brattleattached to a separate disk on the shaft. Fig.

II is a longitudinal vertical section of a part of the engine, showing the valve, weight, and connectingrod. A Fig. III is an enlarged view of the larger end of the valve,which is seen in section, Figs. II and VII. Fig. IV shows an enlarged view of the end and edge of the governor cutoff. Fi g. IVis a side view of Fig. IV. Fig. Vshows the inlet and outlet ports to the valve. Fig. VI is a perspective view of the valve.

Fig. VII is a longitudinal vertical section of the engine. Fig. VIII is a transverse vertical section on'lineac cv of Fig. VIT.

A is a weight pivoted to the plate A" at a. B is a spring, which keeps the weight A in its position, as seen in Fig. I, and is secured to the plate A at b. The plate A is of a less diameter than the inside of the steam-chest F, and is secured to the shaft Gr by a setscrew,f. 7

C is a connecting-bttr, which has one end pivoted to weight A at a, and the other end is pivoted to the governorcutoff D at d.

E is a conical valve, secured to the shaft G by a spline, g. The construction of this valve is shown in the perspective drawing, Fig. VI.

- with the exhaust-passage 6.

H is the Oil-Chamber in the bottom part of I the engine, and as the crank K revolves it dips into the oil at every revolution H is an airspace between the onter shell, M, and crankcylinder N.

Z is the inlet-openingto the head of the piston J in each of the three steam-cylinders I l I.

J J J are the connecting-rods from the pistons J J J of the three cylinders to the crank K. As the revolution of the shaft G brings the steam-inlet of the valve to the inlet Z of each cylinder, the steam is admitted to the piston-head thereof, and the movement of the plate A permits the weight A to lower at the proper time, and by the connecting-rod C the cut-offD closes the inlet e, and the exhaustports of the other cylinders are opened. When one of theinlet-ports is opened so that the steam presses upon the heads of the pistons in succession, and just when the outlet-ports are opened from the other cylinders, D acts as a cut-off, so that the steam may act expansively.

It is evident that according to the velocity of the revolution of the shaftwill the cut-off act as a governor to cut off the infiux of steam, andthns regulate the speed.

The advantage of this construction of valve and the cut-off is that, according to the velocity of the rotation of the shait, carrying with it the plateA, and the weight A, falling by its gravity, will cut ofl' the steam more orless,

and thus act as a governor to regulate the speed.

I claim 1. In steam-engines, the conical valve E, having inlet and exhaust ports, in combination with the valve-plate A, the connectingrod C, weight A, and spring B, and the plate A, to which they are attached, and cutoff D, secured to the shaft G, substantially as and for the purpose described.

2. In asteam-engine, the combination of the conical val ve E,having inlet and exhaust ports, the valve-plate A,having threeinlet and three exhaust ports, as described and shown, the weight A, connecting-rod C, and plate A, and three steamcylinders with their.inlet and 'exhaust passages, and three connecting-rods united on one crank-shaft, substantially as described.

In testimony that I claim the foregoing as my own I hereto aflix my signature in presence of two witnesses.

WILLIAM STEEBS.

Witnesses: u

O. H. It. JENNE, S. H. SHREEVE.

ICO 

